Cornelius beard



(No Model.)

' G. BEARD.

LOGOMOTIVE BRAKE.

8 00 1 9 nw e D d e b n e t a P WITNESSES I INVENTOR W ATTORNEY.

.CORJEIJIUS BEARD, OF NEW YORK, N. Y.

tocorao'rivn saaue.

.gPEE-CIEIQAI'IQN Inning part of Letters Patent No. 309,122, datedDecember 9, 188%.

Applicaiir n lilcr. Novi mhcr l0, Iii- 3.

'l3rakes, of which the following is a specification, reference being hadtherein to the accompanying drawings.

This invention relates to an improvement in v locomotive-brakes; and itconsists in the peculiar coi'nbinations and the construction andarrangement of parts hereinafter more fully described, and then pointedout in the claims, whereby an equal pressure is exerted on each shoe,and the pressure on the journals and boxes equalized without requiringthe use of fixed fulcrums between the equalizers and brakc-shoe, thusavoiding the loss of power due to the use of said fixed fnlerums and theconnections between the equalizers and levers heretofore employed.

In the accompanying drawings. Figure 1 represents a reversed plan viewof a portion of the frame and wheels of a locomotive, and Fig. 2 anelevation of the same.

A represents the frame, to which is pivoted the hangers 13, carrying thebrake-heads C.

To these brake'heads are attached in any convenient manner theequalizers E, E, E", E", E, and E". All the cqualizerson each side areconnected together by rods F, F, F, F", and F, of which the long onesmay have a turnbuckle, by means-of which they may be adjusted in length,as desired, to take up the slack and prevent lost motion from wear inthe shoes or other parts, or to ad j est-the position of the parts toact to the best advantage. The forward equalizer of each side is connected to the frame by a rod, F, and eyebolt G; but any other style ofconnection may be used, if preferred. The rear equalizers are connectedby rods F to levers II, the short end of which may be connected with thetender by the rods F or may be pivoted to some part of the'franie. Thelong ends of the levers are connected by links I to an equalizer, J, tothe center of which is connected in any convenient manner the rod Fwhich in turn is connected with any brake-operating devicesuch as a drumand chain operated by a fric- (No model.)

tion-wheel running in contact with one of the axles of the tenderormotion may be given to the brakes by any convenient means, many of whichare well known to mechanics, and are therefore unnecessary to describehere.

The operation is as follows: Motion being given to the rod F, itoperates through the equalizer J and links I upon the levers H H, which,being fulcrumed on the rods F", pull on the equalizer E, which bringsthe brakes directly connected to them into action, and at the same timepull on the equalizers E,which in turn act through the rods F upon theequalizers E and so on through the different rods until all theequalizers are brought into action and press the brakes equally upon allthe wheels.

It will be observed thatthe hangers are the only parts of the brakeconnected to the frame of the engi ne,with the exception of the forwardequalizer, and this, as wellas thehangers, may be connected to the frameby clevises to ob viate the necessity of boring holesin the frame incases where this would be objectionable. From this it will be seen thatthis system of brakes can be readily attached to locomotives now in usewithout making any essential change in them, or the necessity of takingthem to the shops. Besides this, my apparatus has the advantages ofbeing of few parts and very simple, and is therefore cheap, verydurable, and not likely to get out of order, adapted to give an equalpressure on each side of each wheel, and thus unequal strains andwearing of journals are obviated; and, what is still more important, Ican get a great brake pressure from a comparatively limited amount ofpower,which is due to the fact that I do not lose any of the brake powerby expending it on fixed bearings, as all the force developed is exertedupon the brakes.

It is evident that, in lieu of the rods F F, &c., chains may besubstituted; but I prefer the rods.

In some cases I may use the levers H H in lieu of the equalizers E, inwhich case the short ends of the levers will of course be attached tothe brake-heads; but I prefer the arrangement shown. The levers in thiscase will become theequivalents of the equalizers E. I have shown threepairs of locomotive "IO fixed fulcrums.

wheels in my drawings; butfit is evident that my invention may be usedin connection with a greater or less number of wheels, and that its, useis not confined to locomotives.

It will be observed that by my arrangement of the equalizers, actingdirectly on the brakeheads, I combine the advantages of having equalpressure on both sides of the wheels with that of the absence of loss ofpower due to So far as I am aware I am the first to combine theseadvantages.

I am aware that brakes having equalizers hung upon movable fulcrums, butarranged to press unequally upon the wheels, have been used; and I amaware that horizontal equalizers arranged between the wheels have beenused; but in such cases the connections be' tween the equalizerswerearranged in a manner essentially different from mine, and the endsof the equalizers were not connected directly to the brake-heads, butwere pivoted to brake-levers having fixed fulcrums, which my inventionis essentially designed to avoid; and I am also aware that shoes havebeen pivoted directly to equalizers; but in such ar rangements theblocks were pivoted to the center of the equalizers, which necessitatedthat their ends should project beyond and outside of the wheels, thusrequiring heavy plates 3 to be attached to the car to protect them fromdamage.

WVhat I claim as new is 1. The combination, with aseries of brakes, of aseries of pairs of equalizers, each pair 3 5 hung between two wheels,each equalizer havto an equalizer acting on the other side of its ownwheel, substantially as described.

2. The eombinatiomin a brake apparatus,of a series of wheels, each wheelhaving a pair of brake-heads hung one on each side, each head having theouter end of an equalizer connected directly to it, the two equalizersbearing on the brake-heads of each wheel being connected together at adistance from their ends, and one lever of each pair being connectedtothe lever of the next pair, whereby an equal pressure is exerted on eachshoe, substantially as described.

3. Ihe combination, in a brake apparatus,of a pair of hangers, B B, thetwo hangers being suspended on the opposite sides of a wheel, a pair ofbrake-heads, 0, supported by said hangers, a pair of equalizers, E E,each having its end connected directly to a brake-head,

- and the rod F, connecting the two equalizers,

arranged on the inner side of the wheel, all constructed, arranged, andoperating substantially as shown and described.

4. The colnbinatiomina brake apparatus,of a series of pairs of hangers,B B, each pair arranged 0n the opposite sides of a wheel, acorresponding series of brake-heads, O O,sup-

ported by said, hangers, and a corresponding series of pairs ofequalizers, each equalizer having its outer end connected directly to abrake-head, and each pair having a rod conneeting them at a distancefrom their ends, and one equalizer of each pair connected to the nearestequalizer of the next pair by a rod pivoted to their inner ends,substantially as described.

In testimony whereof I aflix my signature,in presence of two witnesses,this 25th day of October, 1888.

CORNELIUS BEARD.

Witnesses:

XV. B. TURNER, GILBERT J. V. GLoIN.

